Two-wheeled vehicle

ABSTRACT

A coupling system for a vehicle includes a first coupler having an outer annual surface and an opening defining an inner surface. The outer surface and the inner surface define gripping surfaces for gripping one or more alternative vehicle attachments.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a divisional of U.S. patent application Ser.No. 14/341,356, filed Jul. 25, 2014, which is a Continuation-in-Partapplication of U.S. patent application Ser. No. 14/077,037, filed Nov.11, 2013, and is related to co-pending U.S. Design patent applicationSer. No. 29/437,022, filed Nov. 12, 2012 ; U.S. Provisional PatentApplication Ser. No. 61/725,440, filed on Nov. 12, 2012 ; and U.S.Provisional Patent Application Ser. No. 61/773,708, filed Mar. 6, 2013 ;the complete disclosures of which are expressly incorporated herein byreference.

BACKGROUND OF THE INVENTION

The present disclosure relates to a two-wheeled vehicle and, moreparticularly, to a motorcycle having added rider comfort, such asimproved wind/rain protection, improved heated hand grips, an improvedtrunk area and an improved communication system.

Conventional two-wheeled vehicles include a frame for supporting anoperator. The frame may also support a passenger rearward of the driver.An engine is typically positioned below the driver and is coupled to theframe. The front of the vehicle may include a panel or cover positionedforwards of the driver for supporting additional components of thevehicle, for example a light. The rear of the vehicle may include acargo area, for example saddle bags extending laterally outward from theframe.

SUMMARY OF THE INVENTION

In an exemplary embodiment of the present invention, a motorcycle aircleaner housing comprising a housing element; an air intake defined inthe housing element; an air output defined in the housing element; anair cleaning path linking the air intake to the air output, the aircleaning path including an air cleaner disposed therein; and an airdeflector coupled to the housing element, the air deflector including adeflector input positioned to receive ambient air, the air deflectorproviding an air deflector path distinct from the air cleaning path.

A further exemplary embodiment of the present invention includesmotorcycle, comprising a frame; front and rear wheels supporting theframe; a powertrain drivingly connected to the rear wheel, thepowertrain including an internal combustion engine having at least firstand second cylinders, the second cylinder being located rearward of thefirst cylinder; an air cleaner; and an air deflector, the air deflectorincluding an air intake receiving ambient air, the air deflectordefining an air path from the air intake to an air output, the airoutput being positioned adjacent the rear cylinder.

In yet another embodiment of the present invention, a windshieldassembly for a vehicle, comprising a windshield having an upper end, alower end and side edges. A bracket assembly comprises a firstattachment point to the windshield adjacent the lower end, and a secondattachment point positioned vertically above the first attachment point;a mount having an axis complementary to a handlebar of the vehicle; anda clamp that is attachable to a second point on the vehicle.

In yet another embodiment of the present invention, a coupling systemfor a vehicle, comprising a first coupler having an outer annual surfaceand an opening defining an inner surface, where the outer surface andthe inner surface define gripping surfaces for gripping one or morealternative vehicle attachments.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a left front perspective view of the two-wheeled vehicle;

FIG. 2 is a right rear perspective view of the two-wheeled vehicle;

FIG. 3 is a left side view of an illustrative embodiment of thetwo-wheeled vehicle;

FIG. 4 is a right side view of an illustrative embodiment of thetwo-wheeled vehicle;

FIG. 5 is a top view of the two-wheeled vehicle of FIG. 1;

FIG. 6 is a front view of the two-wheeled vehicle of FIG. 1;

FIG. 7 is a rear view of the two-wheeled vehicle of FIG. 1;

FIG. 8 is a view similar to that of FIG. 6, showing an upper fairing anda lower fairing on a cruiser motorcycle;

FIG. 9 is a front perspective view of a steering assembly of theillustrative vehicle;

FIG. 10 is an exploded view of the steering assembly of FIG. 9;

FIG. 11 is a front view of a upper fairing and a windshield assembly;

FIG. 12 is a further rear perspective view of the upper fairing and thewindshield assembly of FIG. 11;

FIG. 13 is a is a rear perspective view of the upper fairing of FIG. 11;

FIG. 14 is a front exploded view of the upper fairing assembly of FIG.11;

FIG. 15 is a rear exploded view of the upper fairing assembly of FIG.14;

FIG. 16 is a rear view of the left and right side of the lower fairing;

FIG. 17 is a rear perspective view of the left side of the lower fairingwith the deflector and vent shown in open positions;

FIG. 18 is a rear perspective view of the left side of the lower fairingwith the deflector and vent shown in closed positions;

FIG. 19 shows a front perspective view of the left side of the lowerfairing showing the contour of an inner portion of the lower fairing;

FIG. 20 is a rear perspective view of the left side of the lower fairingwith the deflector shown exploded from the lower fairing;

FIG. 21 shows an exploded view of the deflector assembly;

FIG. 22 shows an exploded view of the deflector assembly from anopposite side as that shown in FIG. 21;

FIG. 23 shows a rear perspective view showing the vent assembly explodedfrom the left side of the lower fairing;

FIG. 24 shows an exploded view of the vent assembly;

FIG. 25 shows an exploded view of the vent assembly from an oppositeside as that shown in FIG. 24;

FIG. 26 is a cross-sectional view through lines 26-26 of FIG. 18;

FIG. 27 is a perspective view of an accessory phone holder;

FIG. 28 shows a rear perspective view of the phone holder;

FIG. 29 is a perspective view similar to that of FIG. 28, showing thecomponents exploded away from each other;

FIG. 30 shows the phone holder coupled to the upper fairing bracket;

FIG. 31 is an underside perspective view of the phone holder mounted inposition;

FIG. 32 is a cross-sectional view through lines 32-32 of FIG. 31;

FIG. 33 shows a right rear perspective view of the frame of themotorcycle of FIG. 1;

FIG. 34 shows a rear portion of the frame of FIG. 33 and a fenderassembly coupled to the frame;

FIG. 35 is an exploded view of the frame and fender of FIG. 34;

FIG. 36 is an exploded view showing the locking member for the fender tothe frame and for an accessory saddlebag to the motorcycle;

FIG. 36A is a cross-sectional view of the saddle bag mounting assemblyof FIG. 36;

FIG. 37 shows a left rear perspective view of an accessory trunk usedwith the motorcycle;

FIG. 38 is an exploded view of the trunk of FIG. 37;

FIG. 39 is an underside perspective view showing the trunk frame in anexploded manner;

FIGS. 40 and 41 show the trunk in a standing and tipped positionrelative to the ground;

FIG. 42 shows the accessory trunk coupled to the motorcycle;

FIG. 43 is underside view of the motorcycle seat;

FIG. 44A is a rear view of the seat of FIG. 43 with a flap of the seatturned up;

FIG. 44B shows a connector harness extending out of the seat with theflap in the turned down position;

FIG. 44C shows the harness in the stowed position with the flap turneddown;

FIG. 44D shows a rear of the seat in a similar manner to FIG. 44A, withthe flap turned down and the harness in a stowed position in a pocket;

FIG. 45 shows a schematic of the vehicle electrical system;

FIG. 46 shows an enlarged view of the right hand grip of the vehicle,showing the speed controls;

FIG. 47 shows a flow chart of the cruise control function;

FIG. 48 shows an electrical schematic of the heated hand grips;

FIG. 49 shows a schematic of the GMRS system; and

FIG. 50 shows an enlarged view of the left hand grip of the presentvehicle;

FIG. 51 is a left front perspective view of a second embodimenttwo-wheeled vehicle;

FIG. 52 is a left side view of an illustrative embodiment of thetwo-wheeled vehicle;

FIG. 53 is a left underside perspective view of a power train of thetwo-wheeled vehicle of FIG. 52;

FIG. 54 shows a main frame portion of the two-wheeled vehicle of FIG. 52coupled to the air cleaner in a partially exploded manner;

FIG. 55 is top view of the two-wheeled vehicle of FIG. 52 above theengine heads with the head covers removed;

FIG. 56 is a rear plan view of the air cleaner of the two-wheeledvehicle of FIG. 52;

FIG. 57 is a front right perspective view of the air cleaner of FIG. 56;and

FIG. 58 is a front left perspective view of a base plate of the aircleaner of FIGS. 56 & 57.

FIG. 59 is a left front perspective view of a vehicle for use with thepresent disclosure;

FIG. 60 is a left front perspective view of a frame assembly of thetwo-wheeled vehicle of FIG. 59;

FIG. 61 is a right rear perspective view of the frame assembly of FIG.1;

FIG. 62 is a left rear perspective view of the rear fender coupled tothe rear frame;

FIG. 63 is a left front perspective view of a front portion of thetwo-wheeled vehicle of FIG. 59 showing the steering assembly;

FIG. 64 is a left rear perspective view of a windshield assembly coupledto the vehicle shown in FIG. 59;

FIG. 65 is a left rear perspective view of the windshield assembly ofFIG. 64;

FIG. 65a is a partially cut-away view of an arm of the windshieldassembly of FIGS. 64 & 65;

FIG. 66 is a left front perspective view of accessories mounted to therear frame portion;

FIG. 67 is a view similar to that of FIG. 66 showing the saddlebagsexploded from the vehicle;

FIG. 68 is a view similar to that of FIG. 67 showing the passenger seatrest exploded from the vehicle;

FIG. 69 is a view showing the latch within the inner portion of one ofthe saddlebags;

FIG. 70 is a view showing the latch assembly in an exploded manner;

FIG. 71 is an enlarged view of the coupler;

FIG. 72 is a cross-sectional of the coupler through lines 72-72 of FIG.71;

FIG. 73 is a cross-sectional view through the saddlebag assembly; and

FIG. 74 is a flowchart showing operation of a security device/systemusable with the two-wheeled vehicle of the preceding figures.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent invention primarily involves a touring motorcycle, it should beunderstood, that the invention may have application to other types ofvehicles such as all-terrain vehicles, motorcycles, watercraft, utilityvehicles, scooters, golf carts, and mopeds.

With reference first to FIGS. 1-7, an illustrative embodiment of atwo-wheeled vehicle 2 is shown. Vehicle 2 as illustrated is a touringstyle motorcycle although the majority of components may be used for acruiser style motorcycle as described herein. Vehicle 2 may also includeany features known from U.S. Provisional Patent Application Ser. No.61/725,440, filed Nov. 12, 2012, entitled “TWO-WHEELED VEHICLE”, or Ser.No. 61/773,708, filed Mar. 6, 2013, entitled “TWO-WHEELED VEHICLE”, thedisclosures of which are expressly incorporated by reference herein.

U.S. patent application Ser. No. 11/624,103 filed Jan. 17, 2007,entitled “FUEL TANK ARRANGEMENT FOR A VEHICLE,” (now U.S. Pat. No.7,748,746 (2010-07-06)); U.S. Provisional Patent Application Ser. No.60/880,999, filed Jan. 17, 2007, entitled “TWO-WHEELED VEHICLE”, U.S.patent application Ser. No. 11/624,142 filed Jan. 17, 2007, entitled“REAR SUSPENSION FOR A TWO WHEELED VEHICLE,” (now U.S. Pat. No.7,669,682 (Mar. 2, 2010)); U.S. patent application Ser. No. 11/324,144filed Jan. 17, 2007, entitled “TIP OVER STRUCTURE FOR A TWO WHEELEDVEHICLE,” (now U.S. Pat. No. 7,658,395 (Feb. 9, 2010)); and U.S.Provisional Patent Application Ser. No. 60/880,909 filed Jan. 17, 2007,entitled “TWO-WHEELED VEHICLE”, are also expressly incorporated byreference herein.

Vehicle 2 includes a frame 4 (FIGS. 3 and 33) supported by groundengaging members, namely a front ground engaging member, illustrativelywheel 6, and a rear ground engaging member, illustratively wheel 8.Vehicle 2 travels relative to the ground on front wheel 6 and rear wheel8.

Rear wheel 8 is coupled to a power train assembly 10, to propel thevehicle 2 through rear wheel. Power train assembly 10 includes both anengine 12 and transmission 14. Transmission 14 is coupled to engine 12which provides power to rear wheel 8. In the illustrated embodiment,engine 12 is a 49° V-twin spark-ignition gasoline engine available fromPolaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn.55340. In alternative embodiments, rear wheel 8 is coupled to a driveshaft through a chain drive or other suitable couplings. The drivearrangement in the illustrated embodiment is comprised of a six speedoverdrive constant mesh transmission with a carbon fiber reinforced beltavailable from Polaris Industries, Inc. In alternative embodiments, thetransmission is a continuously variable transmission (CVT).

It will be appreciated that while the vehicle 2 is illustrated as atwo-wheel vehicle, various embodiments of the present teachings are alsooperable with three, four, six etc. wheeled vehicles. It will also beappreciated that while a spark-ignition gasoline engine is illustrated,electric motors, and other suitable torque-generating machines areoperable with various embodiments of the present teachings.

Motorcycle 2 also generally includes a steering assembly 20, frontsuspension 22, rear suspension 24 (FIG. 3), and seat 26. Steeringassembly 20 includes handlebars 28 which may be moved by an operator torotate front wheel 6 either to the left or the right, where steeringassembly is coupled to the motorcycle through triple clamp assembly 30(FIGS. 6 and 9). Engine operating systems are also included such as anair intake system 32 and exhaust system 34 (FIG. 2). Operator controlsare also provided for operating and controlling vehicle 2, which mayinclude vehicle starting system 36, vehicle speed controls 40 andvehicle braking systems 42. Safety systems may also be provided such asmain lighting 44, front turn signals 46, and rear turn signals 48.Ergonomic systems may include front fairing 50, windshield assembly 52and saddlebag assembly 54. Control systems may include control modules56 and 58, and instrument cluster 60. Safety equipment may includehighway bars 62. Referring to FIG. 8, motorcycle 2 is shown having anupper fairing 50 and a lower fairing 66.

Referring to FIGS. 9-10, steering assembly 20 is shown. Steeringassembly 20 includes front fork assembly 70 having front fork members 72operably coupled to handlebars 28 and triple clamp assembly 30. Theouter diameter of front fork members 72 is smaller than the innerdiameter of front shocks 74 and, as such, front fork members 72 arereceived within front shocks 74 and telescope or move relative theretoas front wheel 6 moves along a surface.

Front fork members 72 are coupled together through the front wheel axisand triple clamp assembly 30. As such, front fork members 72 movetogether when the operator is steering motorcycle 2 with handlebars 28.Triple clamp assembly 30 includes an upper clamp member 76 and a lowerclamp member 78. Lower clamp member 78 is positioned between frontshocks 74 and upper clamp member 76. Upper clamp member 76 is positionedbelow handlebars 28.

Handlebars 28 include a clamp 80 which is coupled to handlebars 28.Clamp 80 is secured to handlebars 28 by way of fasteners 90 (FIG. 10),which extend through bearings 92, spacers 94 and washers 96.Illustratively, fasteners 90 are bolts. Handlebars 28 and/or bracket 80may include vibration isolating members in order to dampen the vibrationfrom motorcycle 2 felt by the operator.

Upper clamp member 76 also includes a central opening 92 and outeropenings 94. Central opening 92 is positioned between openings 96 andouter openings are positioned outward from openings 96. As such,openings 96 are positioned between central opening 92 and outer openings94. Central opening is configured to secure a steering shaft 98 ofsteering assembly 20 to triple clamp assembly 30.

Steering shaft 98 is positioned between upper and lower clamp members76, 78. More particularly, steering shaft 98 is positioned within headtube 100 of mainframe tube 102. Steering shaft 98 is configured torotate within head tube 100 to transmit motion from handlebars 28 totriple clamp assembly 30. Steering shaft 98 is angled at the same rakeangle as head tube 100. Steering shaft 98 is coupled to head tube 100and to triple clamp assembly 30.

Outer openings 94 of upper clamp member 76 are configured to securefront fork members 72 to triple clamp assembly 30. More particularly,front fork members 72 are received through outer openings 110 of lowerclamp member 78 and extend toward upper clamp member 76. The top ends offront fork members 72 are positioned within outer openings 94 of upperclamp member 76 and are secured thereto with couplers 114.

In operation, steering assembly 20 is controlled by the operator viahandlebars 28. As the operator moves handlebars 28, front fork assembly70 moves as a unit in a similar manner. As such, handlebars 28 rotatesteering shaft 98 and both front fork members 72 which then moves frontwheel 6. With reference now to FIGS. 8-25, upper fairing assembly 50 andlower fairing assembly 66 will be described in greater detail.

Referring first to FIGS. 11-15, front fairing 50 covers a portion ofsteering assembly 20, including a portion of front fork members 72,triple clamp assembly 30, and handlebars 28. Front fairing 50 includesan outer panel 120, an inner panel 122, a support bracket 124, and anintermediate panel 126. Outer panel 120 may be comprised of a polymericand/or metallic material. As shown best in FIG. 14, outer panel 120includes a plurality of openings for receiving accessories, such aslighting units. For example, outer panel 120 includes an opening 128 fora headlight unit 130, openings 132 for secondary lighting units 134, andopenings 136 for turn signal lighting units 138. Lighting units 130,134, and 138 are generally flush with outer panel 120 such that lightingunits 130, 134, and 138 are generally integral with outer panel 120 anddo not protrude outwardly therefrom.

Outer panel 120 also is configured to support a cover member 140 which,as shown in FIG. 11, supports headlight unit 130. Cover member 140 issecured to outer panel 120 with lower brackets 142 FIG. 14). Covermember 140 may include additionally accessories, for example, covermember 140 may include a logo, sign, indicia, marking, or other emblem.

Outer panel 120 is coupled directly to intermediate panel 126. Outerpanel 120 is also coupled to inner panel 122. As such, inner panel 122and intermediate panel 126 support the load of outer panel 120 becauseouter panel 120 is not coupled to support bracket 124 or triple clampassembly 30. Referring to FIG. 15, the rear surface of outer panel 120also includes tabs 146, each of which includes an aperture for couplingouter panel 120 to inner panel 122. Apertures 148 generally correspondto apertures 150 on inner panel 122. Apertures 148 are aligned withapertures 150 in order to receive conventional fasteners therethroughfor coupling outer panel 120 to inner panel 122.

Inner panel 122 is also coupled to intermediate panel 126. As shown inFIG. 15, intermediate panel 126 includes brackets 154, each of which hasan aperture 156. Illustratively, intermediate panel 126 includes fourbrackets 154 and four apertures 156. Apertures 156 align with apertures158 at an upper end of inner panel 122. Apertures 156 and 158 receiveconventional fasteners for coupling intermediate panel 126 to innerpanel 122. Inner panel 122 is further coupled to intermediate panel 126through a plurality of tongue-and-groove connections. As such, innerpanel 122 and intermediate panel 126 are coupled together withconventional fasteners at aperture 156 and 158.

Inner panel 122 also may be coupled to triple clamp assembly 30 throughbrackets 164 on upper clamp member 76 and brackets 166 on lower clampmember 78. As shown in FIG. 14, brackets 164 on upper clamp member 76may include at least one aperture. Similarly, brackets 166 on lowerclamp member 78 may include at least one aperture. Inner panel 122 mayinclude at least one aperture 172 (FIG. 14) that align with apertures inbrackets 164, 166 in order to couple inner panel 122 to triple clampassembly 30.

Support bracket 124 couples with triple clamp assembly 30. As shown inFIGS. 11-15, triple clamp assembly 30 includes apertures 174 and,illustratively, includes four apertures 174, for coupling triple clampassembly 30 to support bracket 124. More particularly, upper clampmember 76 includes two apertures 174 a and lower clamp member 78includes two apertures 174 b. Support bracket 124 includes apertures 176and, more particularly, includes four apertures 176. Illustratively,support bracket includes upper apertures 176 a that align with apertures174 a, and lower apertures 176 b that align with apertures 174 b.Conventional fasteners are received through apertures 174, 176 forcoupling support bracket 124 to triple clamp assembly 30. Additionally,inner panel 122 is coupled to support bracket 124.

Front fairing 50 is configured to support a plurality of accessories andcontrols. For example, as shown in FIGS. 11-15 and shown best in FIG.13, inner panel 122 includes openings or cut-out portions 190 forspeakers 192 (FIG. 12), openings 194 for gauges and/or display screens196, openings 198 for various controls and openings 200 for additionalaccessories or components. Further controls and accessories may bepositioned on handlebars 28, which extend rearwardly from inner panel122. For example, and as further described herein, controls for a cruisecontrol function may be supported on handlebars 28. Also, a clutch lever208 is positioned at left-side handlebar 206 and brake lever 210 ispositioned at right-side handlebar 204. As such, the various controlsfor operating motorcycle 2 are easily accessible to the operator.

Both right-side and left-side handlebars 204 and 206 (FIG. 12) includegrips 212, 214. Grips 212, 214 may be heated as further describedherein.

With reference now to FIGS. 8 and 16-25, the lower fairing 66 will bedescribed in greater detail. With reference first to FIG. 8, lowerfairing assembly 66 includes deflectors 220, namely, a left deflector220A and a right deflector 220B. Lower fairing assembly 66 also includesa lower left vent 222A and a lower right vent 222B. As shown, fairingassembly 66 includes an outer shell portion 230 coupled to an innershell 232 by way of fasteners. As shown, inner shell 232 includes innerbosses 240, 242 (FIG. 16), which receives clamps for coupling lowerfairing assembly 66 to highway bars 62.

With reference to FIG. 19, inner shell portion 232 is shown having afront contoured wall 250, which curves inwardly towards the front wheel.The contoured wall 250 leads into a generally planar wall 252, which isgenerally transverse to a longitudinal axis of the vehicle. Wall 252leads into a generally horizontally extending wall 254, which can alsobe seen in FIG. 16. Meanwhile, arcuately shaped wall 252 extendsupwardly and defines an angled wall 256 coupled to wall 254, whichdefines a flow path for air. Vent opening 260 is positioned in andthrough wall 252 and is approximately at a midpoint of inner portion232. Inner portion 232 also includes an extension 262 extending from theside thereof to which outer portion 230 may be coupled. As also shown inFIG. 17, inner portion 232 includes an integrated compartment 260comprising a box portion 262 and an outer hinged cover at 264. Boxportion 262 includes sidewall 266 to which deflector assembly 220 iscoupled.

With reference now to FIGS. 20 and 21, deflector assembly 220 is shownin greater detail. As shown in FIG. 20, deflector assembly 220 generallyincludes a flange 270 and a deflector member 272. As shown in FIG. 21,hinge 270 includes hinge portion 276 having a flange 278 supporting atrunnion 280. An axle member 284 is provided having portion 286, 288being frictionally rotatable relative to each other and have aligningtabs 286A, 288A. As shown best in FIG. 22, trunnion 280 includes anopening 290 profiled to receive portion 286. With reference again toFIG. 21, deflector member 272 includes a deflector plate 296 having ahandle 298 coupled directly thereto and a forwardly projecting stop wall300. An integrated collar 302 is provided having an opening 304similarly profiled as opening 290 to receive portion 288 of axle member284. On a backside thereof (and as best shown in FIG. 22), deflectorplate 296 includes an integrated boss 310, which is aligned with axlemember 284 and with trunnion 280.

Hinge 276 further includes a complimentary hinge portion 320 having aflange portion 322 and an upstanding wall 324. As shown best in FIG. 22,flange portion 278 includes a profiled recess 330, which is profiled toreceive flange portion 322; thus the deflector assembly 220 may beassembled by positioning axle member 284 in collar 302 (FIG. 21),placing axle 284 within trunnion 280, placing aperture 332 of flangeportion 320 over boss 310 and placing flange portion 322 in profiledrecess 330. Fasteners 340 (FIG. 20) and washers 342 are then receivedthrough apertures 344 and into threaded openings 346 of sidewall 266. Inthis manner, an operator can grip the handle 298 and move the deflectorfrom a fully open position as shown in FIG. 17, or rotated upwardly andcounterclockwise to the fully closed position shown in FIG. 18.

With reference now to FIGS. 23-25, vent assembly 222 will be describedin greater detail. As shown best in FIG. 23, vent assembly 222 may becoupled to an inside of wall 252 and cover opening 260. As shown, ventassembly 222 includes a vent member 350, flange member 352 (FIG. 24),axle 354, and guide 356. As shown, vent member 350 includes a vent plate360 having a coupling 362 and a boss 363 at a lower end, and a guide 364at an upper end. Vent member 350 further includes a marginal wall at 368having a handle 370 for an operator to grip. As shown, coupling 362includes an opening 372, which is substantially similar as opening 304as described with reference to FIG. 21. Guide 364 is positioned at anupper end of guide member 350 and includes a guide slot 374. Flangemember 352 includes a trunnion 380 having an opening 382 (FIG. 25) forreceipt of axle 354. Flange member 352 further includes a threaded boss386 and flange member 388 having an aperture 390. As shown best in FIG.23, slide 356 includes a curved guide member 396 coupled to bosses 398.It should be appreciated that guide member 396 is arcuately configuredand is receivable in slide 374.

Thus to assembly vent assembly 222 to the lower fairing 66, axle 354 ispositioned in opening 372 (FIG. 24, 25) and axle 354 is positioned intrunnion 380. Guide member 356 is coupled to the inner member 232 by wayof fasteners 400 being received through bosses 398 into threaded bosses402 (FIG. 23). Vent assembly 222 is thereafter positionable on an insideof inner member 232 with slot 374 overlying guide member 396. Boss 363is thereafter receivable in an aperture 410 (FIG. 19) of inner member232. This also positions flange portion 388 (FIG. 24) adjacent to boss412 (FIG. 23) and boss 386 adjacent to aperture 414. Thus a fastener 416is receivable through aperture 390 and into threaded boss 412, whereasfastener 420 is receivable through aperture 414 and into threaded boss386. It should be appreciated then that the vent member 350 is slidablein a plane and is moveable between the positions shown in FIG. 17 (openposition) and FIG. 18 (closed position).

Thus, operation of the deflector assembly 220 and vent assembly 222 willbe described in relation to FIG. 8 and FIGS. 16-26. As shown in FIG. 8,upper fairing 50 and lower fairing 66 work in combination with eachother to provide the airflow around the motorcycle 2. As shown in FIG.8, upper fairing 50 has a width equal to a distance D1, which issubstantially the same as the width of lower fairing 66, labeled D2.Upper fairing 50 and lower fairing 66, define intersecting points,whereby the distance between the intersecting points is labeled D3. Themaximum distance between the outer edges of the deflectors 272 isdistance D4. As shown, D2 is greater than D3 and D4 is greater than D3.Also, D1 is substantially equal to D2.

As shown best in FIG. 26, the deflector member 272 is coupled about axis400, which is generally longitudinally directed relative to the vehicle.Furthermore, deflector 272 rotates in a plane 402, which is generallytransverse to the vehicle direction. Because the vent member 350 isangled slightly relative to a longitudinal direction, that is trunnion380 is located rearward of guide 356, a substantial amount of volume islocated rearward of guide 356 and below deflector member 272, as bestshown in FIG. 26. Thus, as shown in FIGS. 16 and 17, the deflector plate272 can rotate downwardly to the fully opened position and not conflictwith the operation of vent member 350. Alternatively or in addition, avent assembly 222 could also be incorporated into the upper fairing 50.

With reference now to FIGS. 27-32, an accessory phone holder will bedescribed. With reference first to FIG. 27, a phone holder is showngenerally at 450, which is used to couple a rider's phone or like-sizedobject (a smartphone or a GPS unit), shown generally at 452 in phantom,the phone holder 450 generally includes a phone retaining portion 454and a bracket assembly 456. As shown best in FIGS. 28-29, phoneretaining portion 454 generally includes a spacer 460, a friction hinge462, and a base portion 464. Meanwhile the bracket assembly 456 includesa front bracket portion 470 and a rear bracket portion 472. Withreference still to FIGS. 27 and 29, base portion 464 includes a frontface 480 and an underside 482. Underside 482 includes threaded bosses484 and aperture 486. Retaining portion 454 further includes a lockingwheel 488 having locking tabs 490 and a threaded boss 492 (FIG. 29).Locking wheel 488 is coupled to the base 464 by way of fastener 494 inboss 492. Locking wheel 488 is profiled to receive a mountable case fromRokform, LLC available at www.rokform.com.

As shown best in FIG. 29, friction hinge 462 includes a lower hingeportion 500, an upper hinge portion 502, and a hinged portion 504,allowing hinge portion 500 and 502 to pivot about axis 506. This allowsbase 464 to be adjusted to move the phone relative to the motorcycle 2.Hinge portion 504 includes apertures 507 (FIG. 32), which are inalignment with threaded bosses 484 (FIG. 29) and fasteners 508 areprovided to mount base portion 464 to upper hinge portion 502.

Front bracket portion 470 includes an extension portion 510 having slotsat 512. Extension portion 510 is continuous with a radius portion 514,which leads into a v-shaped wall defined by wall portions 516 and 518. Agripping portion 520 extends from wall portion 518 defining an innergripping surface at 522. Wall 518 also includes apertures 526. It shouldbe appreciated that lower hinge portion 500 may be coupled to wall 518by positioning fasteners 534 through apertures 532 and through apertures530 of spacer 560. This positions fasteners 534 through apertures 526wherein fasteners 536 may be coupled to fasteners 534. This couples baseportion 464 and hinge 462 to the front bracket portion 470.

Rear bracket portion 472 includes a plate member 540 having grippingfingers 542 at a rear edge thereof and fasteners 544 at a leading edgethereof. Preferably fasteners 544 are coupled to the plate 540, forexample by spot welding and would align with an aperture through theplate 540. This would allow fasteners 546 to be received through slots512 and into threaded engagement with fasteners 544.

With reference now to FIGS. 30-32, the assembly of phone holder 450 willbe described. As shown best in FIG. 30, bracket 124 is shown havingopenings 560 (opening 560 may also be viewed in FIG. 15) and 562therethrough. Opening 560 defines a gripping edge at 564. Grippingfingers 542 are then received over gripping edge 564. As shown in FIG.13, opening 194 further includes a shoulder 570 and a front lip 572,which define mounting surfaces described herein. This allows grippingportion 520 to be received over lip 572 as best shown in FIG. 32.

When in the position shown in FIG. 32, fastener 546 may now be drawntight, which pulls the extension portion 510 and plate portion 540towards each other. As shown in this position, plate portion 540 isslightly angled relative to extension portion 510 and thus tighteningfasteners 546 causes a tension gripping affect between gripping members520 and 542; as well as, a torqued affect at gripping members 542.

With reference now to FIGS. 33-36, an accessory trunk will be describedthat mounts to frame 4. With reference first to FIG. 33, frame 4 will bedescribed. Frame 4 is comprised of main frame portion 102, front frametubes 600, side frames 602, frame extension portions 604, and rear frameportion 601. As shown in FIG. 33, frame 4 is coupled to power trainhousing 610 and power train housing 610 becomes an integral part offrame 4 as described herein. With reference now to FIGS. 34-36, rearfender assembly will be described in greater detail.

Referring now to FIGS. 34-36, a rear fender 620 is coupled to rear frameportion 604 and extends around a top portion of rear wheel 8. As shownin FIGS. 34-36, rear fender 620 extends rearwardly from rear frameportions 604, 606 and is positioned above a cross member 608,illustratively a mustache bar. Rear fender 620 may be comprised ofmetallic and/or polymeric materials and may increase the structuralintegrity of frame 4. Rear fender 620 includes a top member 622, a firstside member 624, and a second side member 626. Illustratively, rearfender 620 is a skirted fender. Top member 622 includes side surfaces628 having a plurality of recessed openings 610. Recessed openings 610may be configured to receive mechanical fasteners. Additionally, a frontend of top member 622 includes at least one aperture 634 which may beused to couple rear fender 620 to rear frame portion 604. First andsecond side members 624, 626, each include a flange 636 having recessedopenings 638 that align with recessed openings 610 of top member 622 andapertures 640 of rear frame portion 604. Recessed openings 610, 638 andapertures 640 may be configured to receive fasteners therethrough

Rear fender 620 further includes trim members 652 have a plurality ofrecessed openings 654 which align with openings 654 of side members 624and 626, and with apertures 656 of the top member 622. As such, trimmembers 652 may be coupled to side members 624 and 626 with mechanicalfasteners.

More particularly and with reference to FIG. 36, a coupler 670 isprovided having a countersunk portion 672 profiled to be received inopening 654 and to receive fastener 674 therethrough coupling trim piece652 and coupler 670 to fender 622 and frame 604. Coupler 670 defines anouter engagement surface 680, an inner opening 682, and an outer lip 684as described herein. It should be appreciated that a portion of coupler670 extends beyond opening 654 for engagement of a locking mechanism ona trunk assembly as further described herein.

With reference now to FIGS. 37-42, the trunk assembly will be describedin greater detail. As shown first in FIG. 37, the trunk assembly isshown generally at 700 to include a trunk enclosure portion 702 and alower frame portion 704. Upper enclosure portion 702 could be comprisedof a plastic or fiberglass type material whereas lower frame portion 704is comprised of a material such as aluminum, steel, and/or tubing asdescribed. As shown best in FIGS. 38 and 39, frame portion 704 includesa base portion 710 having a base wall 712, sidewalls 714. Sidewalls 714include a plurality of apertures 716, 718 as described herein.

Frame portion 704 further includes attachment legs 720 having a forwardattachment yoke 722 and a rearward aperture 723 including a lockingmechanism 724 having a locking jaw at 726. Legs 720 further includerearwardly extending plate portions 730 having a plurality of apertures736 and 738. It should be appreciated that apertures 736 align withapertures 716 in sidewalls 714 and apertures 738 align with apertures718 in sidewall 714. Leg portions 720 further include flanges 750extending from plate portions 730 having fasteners 752 coupled theretoand having an aperture aligned with the threaded opening.

With reference still to FIG. 39, the frame further includes a tubularstructure 760 having side arms 762 having threaded bosses 764, upwardlyextending portions 766 having threaded bosses 768 and a transverseportion at 770. Thus, it should be appreciated from FIG. 39 thatthreaded bosses 764 may be aligned with apertures 736 and 716 whereuponfasteners 780 may be received through apertures 716 and 736 and intothreaded engagement with threaded bosses 764. In a similar nature,fasteners 784 may be received through apertures 718, 738 and intothreaded engagement with fasteners 786. Fasteners 790 (FIG. 39) extenddownwardly through trunk portion 702 and may be coupled to fasteners752. In a like manner, fasteners 792 project through a rear wall 794 oftrunk 702 and into threaded engagement with threaded bosses 768 (FIG.38).

With reference now to FIGS. 40-42, the trunk as described above isstrong and rigid with the frame structure 704 defining an exoskeletalframe to increase the rigidity. Tubular handle 760 may also be used as ahandle. Furthermore, given the unbalanced nature of the trunk unitsthemselves, if the trunk falls from a position from that shown in FIG.40 to that shown in FIG. 41, the tubular structure 760 catches the trunkunit preventing scuffing or scratching of the upper trunk portion 702.Trunk 700 is therefore latchable to the motorcycle and in particular tocouplers 670 (FIG. 36) where yokes 722 and latch opening 723 encircleengagement surface 680 (FIG. 36) of coupler 670. This is also shown inFIG. 42.

In addition, FIG. 42 shows a coupler member 800, which is not requiredfor locking the trunk, but rather for locking an additional accessorysaddlebag. This is shown in FIG. 36, where couplers 800 would compriseplunger 802, spacer 804, resilient and deformable member 806, outerwasher 808, lever 810 and base portion 812. It should be appreciatedthat plunger 802 extends through items 804 and 808 and through saddlebag820, particularly through aperture 822, where it couples with lever 810by way of lock pin 824 and aperture 826. Thus the combination ofsaddlebag 820 and locking member 800 may be positioned with resilientmember 804 and plunger 802 within aperture 682 of coupler 670, whereuponlever 810 is rotated to a position where plunger 802 is pulled,deforming resilient member 804 (to the right as viewed in FIG. 36)whereupon resilient member 804 is reduced in length, but increased indiameter where it grasps aperture 682. More particularly, the resilientmember 804 grips surface 682 a, behind surface 684 a. Coupler 800 is anaccessory coupling system similar to the one disclosed in U.S. Pat. No.7,055,454, the disclosure of which is expressly incorporated herein byreference; also known as assignees' Lock & Ride® expansion couplermounts.

With reference now to FIG. 43, seat 26 is shown from an undersidethereof including a frame portion such as 840. A wiring harness 842 isprovided having a first connector at 844 and a second connector at 846.Connector 846 is to be connected to a harness in the trunk 700 andconnector 844 is to be connected to a counterpart connector coming upthrough the frame (not shown). Connector 846 would be used for power tothe trunk, namely to power an amplifier in the trunk for themotorcycle's audio system, as well as to provide power to the taillightsand power lock on the trunk, and the like. As shown best in FIG. 44A, apocket 850 is defined at the rear side of the motorcycle defined by anopening 852 in frame 840, as well as, a lower plate at 854.

With reference still to FIG. 44A, a rear flap portion is shown at 860extending from the seat padding portion 862 and the flap may be turnedup to extend above a top 866 of the padding portion 862. This could be apartial flap or could be a skirt extending around the entire seatcushion. Thus, when the trunk is in use and connector 846 is to beconnected to the counterpart connector on the trunk, the harness extendsoutwardly of opening 850 as shown in FIG. 44A. The flap may then beturned down as shown in FIG. 44B, which closes off opening 850 allowingconnector 846 to extend under the flap 860. If the trunk is not in use,the connector 846 is tucked back into the pocket 850 and the flap isturned downwardly maintaining the connector 846 within the pocket 850,as shown in FIG. 44C. As shown in FIG. 44D, a pocket 861 may be providedwith an opening at 863. When not is use, harness connector 846 may bepositioned in pocket 86, as shown in the phantom position.

Referring now to FIG. 45, an exemplary electrical system 900 ofmotorcycle 2 is illustrated. Electrical system 900 illustrativelyincludes a vehicle control module (VCM) 902 in communication with anengine control module (ECM) 904. VCM 902 and ECM 904 each include one ormore processors that execute software and/or firmware code stored at therespective internal or external memory 908, 914 to perform the functionsdescribed herein. In particular, VCM 902 includes vehicle control logic906 that controls various electrical components and subsystems ofmotorcycle 2, and ECM 904 includes engine control logic 912 thatcontrols the operation of engine 12. VCM 902 and/or ECM 904 mayalternatively include one or more application-specific integratedcircuits (ASICs), field-programmable gate arrays (FPGAs), digital signalprocessors (DSPs), hardwired logic, or combinations thereof.

The functionality of VCM 902 and ECM 904 may alternatively be integratedinto a single control module that provides both vehicle and enginecontrol. Electrical system 900 further includes at least one vehiclebattery 920 (e.g., 12 VDC) for providing power to the electricalcomponents of motorcycle 2, including VCM 902, ECM 904, sensors,switches, lighting, ignition, accessory outlets, and other poweredcomponents. In one embodiment, VCM 902 communicates over a controllerarea network (CAN) bus network with ECM 904 and with various sensors andcomponents of electrical system 900, although another suitablecommunication network or hard-wired communication may be provided.

Electrical system 900 includes several sensors in communication with VCM902. One or more speed sensors 930 provide speed feedback to VCM 902,such as engine speed, vehicle speed, and/or other driveline speeds. Anaccelerator position sensor 936 (e.g., potentiometer) detects theposition of the vehicle accelerator, e.g., the rotatable handgrip 214(FIG. 46), and VCM 902 or ECM 904 determines the throttle demand basedon the detected accelerator position for controlling the engine throttle304. A cruise request switch 932 in communication with VCM 902 isactuated by an operator to set and implement the cruise speed. Thecruise control operation will be operated in conjunction withaccelerator position sensor 936 as described herein.

In the illustrated embodiment, the operator engages a power input 940 topower up electrical system 900 of motorcycle 2 and a start input 942 tostart engine 12 of motorcycle 2, as described below. The sensors andother electrical devices illustratively routed to VCM 902 alternativelymay be routed to ECM 904, such as the accelerator position sensor 936and speeds sensors 930, for example, and VCM 902 may obtain thecorresponding sensor data from ECM 904. In one embodiment, wiring to thesensors and electrical devices mounted on handlebars 28 is routedthrough an internal opening in handlebars 28 from the VCM 902 to therebyhide and protect the wiring.

VCM 902 illustratively further includes a wireless receiver/transmitter910 for receiving and transmitting wireless communications to/from oneor more vehicle sensors. In the illustrated embodiment,receiver/transmitter 910 is a radio frequency (RF) transceiver 910operative to receive RF communications from the sensors.

ECM 904 electronically controls the throttle 304 of engine 12 based onat least the detected vehicle speed and throttle demand detected withaccelerator position sensor 936. The electronic throttle controlprovided with ECM 904 is further described in U.S. patent applicationSer. No. 13/152,981, filed on Jun. 3, 2011 and entitled “ElectronicThrottle Control,” the disclosure of which is incorporated herein byreference. VCM 902 and/or ECM 904 are operative to provide cruisecontrol for motorcycle 2 such that motorcycle 2 operates at asubstantially constant vehicle speed.

Cruise request switch 932 coupled to and in communication with VCM 902is actuated or engaged by an operator to initiate the cruise controlfunction of motorcycle 2. Cruise request switch 932, which includes apushbutton, lever, or any other suitable input device, may be providedwith the operator controls on the handlebar 28 of motorcycle 2. In thepresent embodiment, cruise control switch 932 is located on the controlpod 950 shown in FIG. 46. Upon detection of cruise request switch 932being engaged, VCM 902 instructs ECM 904 to maintain a constant vehiclespeed using closed loop control based on the detected vehicle speed.

With reference to FIG. 46, the vehicle speed control or cruise controlis activated by the operator to set a speed constant to that of thepresent vehicle speed. That is, as shown in FIG. 46, the vehicle isaccelerated by turning the handgrip about axis 960 towards the operator,that is, in direction 962. Thus, to set the cruise control, the operatorwould move the accelerator in the direction 962 until the desiredvehicle speed is achieved whereupon the cruise request switch 932 wouldbe actuated. However in the present embodiment, the further functioningof the cruise control is operated by the handgrip 214 in the opposite or“roll-off” direction 964. It should be appreciated that once the cruisecontrol switch 932 is activated, the operator may remove their hand fromthe handgrip 214 whereupon the handgrip returns to a neutral positionuntil such time as the cruise control function is disengaged. In thepresent disclosure, the cruise control function may be either turned offcompletely or the set speed may be reduced by operation of the handgrip214 in the roll-off direction 964.

For example, to disengage the cruise control feature entirely, thehandgrip is moved in the roll-off diction 964 for a brief time period,such as one second or less (t₁<1 second), whereupon the cruise controlfeature is terminated. This is shown in FIG. 47 where the roll-offfunction is shown in a flowchart, such that if the time period t₁; thatis the time period that the operator has the handgrip 214 in theroll-off direction 964, is less than t₁ then the cruise control functionis terminated entirely. It should be appreciated that the time period t₁of 1 second is arbitrarily chosen and could be any desired time valuedesired.

However, if the operator desires to reduce the cruise control speed asopposed to cancelling the function altogether, the operator may turn thehandgrip 214 in the roll-off direction 964 for a period greater than t₁,whereby the cruise control function may be adjusted such that the cruisecontrol speed is reduced as a function of the time period in which theoperator maintains the handgrip 214 in the roll-off direction 964. Thisreduction in the cruise control speed could be displayed on the centerdisplay 196 (FIG. 12) in order for the operator to easily see andunderstand the new dialed in cruise control speed. Alternatively or inaddition, the handgrip may be turned to increase the cruise controlspeed.

With reference now to FIGS. 45 and 48, the heated hand grips 212, 214will be described in greater detail. Motorcycle 2 includes heated handlegrips 212, 214 (FIGS. 12 and 48) coupled to right and left sidehandlebars 204, 206 (FIG. 12). As shown in FIG. 48, the hand grips 212,214 each have a dedicated thermistor 982, 984 as well as a dedicatedheater 992, 994.

The hand grips 212, 214 may be heated to the maximum operatingtemperature in less than 60 seconds by controlling the grips with PWMfrom the VCM 902. When the heated grips are turned on, the grips willrun at 100% PWM for no more than 1 minute, and will then continue tobuild temperature as needed until desired setting is achieved.

The software can compensate for different ambient temperatures,different vehicle speeds, as well as for the rider removing his/her handfrom one of the grips while riding. More particularly, the ambienttemperature may be read from the ambient temperature sensors 980 (FIG.45) and input that information to the ECU 904. The actual vehicle speedmay be read from the speed sensor 930 (FIG. 45) and input thatinformation to the ECU 904. Thermistors 982, 984 (FIGS. 45 and 48) ineach heated grip 212, 214 report to the VCM the real-time grip tubetemperature which controls the current to the heaters 992, 994. As thereis a thermistor in each hand grip, if an operator removes their handfrom one of the grips, the temperature at the thermistor will drop(depending on ambient temperature and vehicle speed) and the heaters992, 994 will increase the temperature accordingly.

The VCM can adjust the current up or down (within a preset band oflimits) in order to maintain that grip tube temperature during changingambient or riding conditions. With the closed loop feedback of thethermistors on both hand grips, the system can compensate for ambienttemp or riding condition changes to either grip, without the risk ofdiscomfort to passenger from overheated grips.

With reference now to FIGS. 49 and 50, the communication system will nowbe described in greater detail. The communication system is based on theGeneral Mobile Radio Service (“GMRS”) which is in the 462-467 MHzspectrum range. The GMRS spectrum is short-distance, two-waycommunications using small, portable hand-held devices that functionsimilar to walkie-talkies.

With reference to FIG. 49, the communication system is shown at 1000,and generally comprises the infotainment system 1002 (which is alsoshown in the schematic of FIG. 45); the GMRS circuitry 1004; a hand heldunit (walkie talkie hand set) 1006; and a wiring harness 1008. In theembodiment shown, the GMRS circuitry is integrated into the motorcycle 2and includes a push to talk (PTT) feature as well as a bluetooth chipsetcoupled to a headset. The harness 1008 includes a connector 1010 forelectrically connecting to the hand set 1006. The harness could be hardwired in or be an accessory for the user to purchase and add later.Regardless, the connector would be stowed in a compartment within themotorcycle and the handset could be added by the user. The handset isadded by the rider as a personal choice much like a cell phone.

The PTT feature is coupled to the audio pod 1012 (FIG. 50) and isprovided by push button 1014. This feature provides a two way interruptoverriding the present output on the audio system. Thus, thecommunication system allows an economical solution for two waycommunication between riders on different motorcycles.

It should also be appreciated that the GMRS communication system 1000could interface with the system shown in U.S. provisional applicationSer. No. 61/769,378 filed Feb. 26, 2013.

With reference to FIGS. 51-58, an illustrative embodiment of atwo-wheeled vehicle 1102 is shown. Vehicle 1102 as illustrated is atouring style motorcycle although the majority of components may be usedfor a cruiser style motorcycle as described herein. Vehicle 1102 mayalso include any features known from U.S. Provisional Patent ApplicationSer. No. 60/880,999, filed Jan. 17, 2007, titled “TWO-WHEELED VEHICLE”,the disclosure of which is expressly incorporated by reference herein.

Vehicle 1102 includes a frame 1104 (FIG. 52) supported by groundengaging members, namely a front ground engaging member, illustrativelywheel 1106, and a rear ground engaging member, illustratively wheel1108. Vehicle 1102 travels relative to the ground on front wheel 1106and rear wheel 1108.

Rear wheel 1108 is coupled to a powertrain 1110, to propel the vehicle1102 through rear wheel. Powertrain 1110 includes both an engine 1112and transmission. The transmission is coupled to engine 1112 whichprovides power to rear wheel 1108. In the illustrated embodiment, engine1112 is a 50° v-twin spark-ignition gasoline engine available fromPolaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn.55340. In alternative embodiments, rear wheel 1108 is coupled to thedrive shaft through a chain drive or other suitable couplings. The drivearrangement in the illustrated embodiment is comprised of a six speedoverdrive constant mesh transmission with a carbon fiber reinforced beltavailable from Polaris Industries, Inc. In alternative embodiments, thetransmission is a continuous variable transmission.

It will be appreciated that while the vehicle 1102 is illustrated as atwo-wheel vehicle, various embodiments of the present teachings are alsooperable with three, four, six etc. wheeled vehicles. It will also beappreciated that while a spark-ignition gasoline engine is illustrated,electric motors, and other suitable torque-generating machines areoperable with various embodiments of the present teachings.

Motorcycle 1102 also generally includes a steering assembly 1120, frontsuspension 1122, rear suspension 1124 (FIG. 52), and seat 1126. Steeringassembly 1120 includes handlebars 1128 which may be moved by an operatorto rotate front wheel 1106 either to the left or the right. Engineoperating systems are also included such as an air intake system 1132and exhaust system 1134. Safety systems may also be provided such asmain lighting 1144, front turn signals 1146, and rear turn signals 1148.Ergonomic systems may include front fairing 1150, windshield assembly1152 and saddlebag assembly 1154. With reference now to FIGS. 53-58, airintake system 1132, engine 1112, and their interaction will be describedin greater detail.

As shown in FIGS. 53-57, air intake system 1132 comprises an air cleaner1180 having an intake duct at 1302. With reference now to FIG. 55,engine air intake system 1132 is shown including the air/fuelrecirculation system 1310. Throttle 1304 is positioned intermediatecylinders 1170, 1172 and includes an intake port 1312 from air cleaner1180 and first 1314 and second 1316 exit ports in porting air throughintake ports 1318, 1320 of cylinder 1170, 1172, respectively. As shown,air cleaner 1180 includes a housing portion 1330, air valve 1331, filtermedia 1332, and cover 1334. The interior of air cleaner 1180 generallyprovides an air flow path from an intake aperture 1370 defined inhousing portion 1330 to an output aperture 1372 (FIG. 58) defined inhousing portion 1330 via at least filter media 1332 and air valve 1331.Recirculation system 1310 provides recirculation of air/fuel back to aircleaner 1180. Housing portion 1330 further includes cover mounts 1374that provide stand-off portions that allow for secure mounting of cover1334 to housing portion 1330.

FIG. 54 shows the parts of air cleaner 1180 and shows its mounting tomain frame portion 1240 of frame 1104. FIG. 54 shows an interfacebetween main frame portion 1240 and air cleaner 1180. As shown, aretaining sleeve 1340 is provided having mounting bosses at 1342 suchthat fasteners may be received thereby into threaded apertures. Air isreceived through apertures 1364, 1366 and travels through the main frameportion 1240 into air cleaner 1180 through a duct (not shown) internalto main frame portion 1240.

Another feature of the motorcycle 1102 includes an air deflector 1250which funnels air to the rear cylinder 1172 and thereby aids in coolingthe rear cylinder 1172. Air deflector 1250 is illustratively integrallyformed with housing portion 1330. Accordingly, deflector 1250 isassembled to motorcycle 1102 simultaneously with the assembly of aircleaner 1180. Embodiments are envisioned where air deflector 1250 is astand-alone and bolt-on part or is integral with another portion ofmotorcycle 1102. Air deflector 1250 and housing portion 1330 areillustratively formed from plastic. While air deflector 1250 is shown asintegral with air cleaner 1180, the air path defined by air deflector1250 is distinct and separate from the air cleaning path within aircleaner 1180 such that air in the deflector 1250 is not intermixed withthe air within air cleaner 1180. Air deflector 1250 is positioned at alower end of the housing portion 1330.

Air deflector 1250 includes air intake 1252 that, when assembled, isforward facing such that forward movement of motorcycle 1102 causes airto be received by intake 1252. Intake 1252 is further positioned forwardof the rear cylinder 1172. Deflector 1250 illustratively has a curvedshape that directs air from intake 1252 rearward and upward around theperiphery of air cleaner 1180. Air deflector 1250 further includes anoutlet 1254. Outlet 1254 defines an opening plane that is generallyperpendicular to the predominant direction of air travel from intake1252 to outlet 1254. Outlet 1254 is generally located at a rear side ofair cleaner 1180 and forward of a rearmost point of the rear cylinder1172. In assembly, outlet 1254 is connected to ambient and is positionedproximate a lateral side of rear cylinder 1172. More specifically,outlet 1254 is positioned proximate the cylinder head of rear cylinder1172. In operation, combustion within a cylinder is initiated when apiston is near the top of the cylinder and as such the top of thecylinder often experiences the greatest amount of heat from thecombustion process.

Intake 1252, outlet 1254, as well as the sizing of the balance of thescoop is chosen to provide increased air flow to the head of the rearcylinder 1172 without inducing substantial turbulence or flowrestrictions for air received thereby.

With reference now to FIGS. 59-63, another embodiment of a two-wheeledvehicle 1500 is shown. Vehicle 1500 is similar to that described in U.S.Patent application Ser. No. 61/799,880 filed Mar. 15, 2013; Ser. No.14/213,161 filed Mar. 14, 2014; and PCT application numberPCT/US14/28539, filed Mar. 14, 2014; the subject matter of which isincorporated herein by reference.

Vehicle 1500 is a mid-size motorcycle having a wheel base ofapproximately 58-65 inches and, more particularly, is approximately 61.5inches. Vehicle 1500 includes a front end and a rear end supported by aplurality of ground-engaging members, for example a front wheel and arear wheel. The front and rear wheels are generally aligned along acenterline of vehicle 1500. While vehicle 1500 is a two-wheeled vehicle,various embodiments of the present disclosure may include three, four,five, or six-wheeled vehicles.

Vehicle 1500 also includes a front suspension assembly 1502, a steeringassembly 1504, operator controls 1506, and other systems. Steeringassembly 1504 includes handlebars 1508 which may be moved by an operatorto rotate the front wheel. Steering assembly 1504 is coupled to vehicle1500 through a triple clamp assembly 1510. A front fender 1512 may bepartially positioned around the front wheel and may include a light orreflector. Similarly, a rear fender 1514 may be partially positionedaround the rear wheel. Vehicle 1500 also includes a frame assembly 1520for supporting a powertrain assembly 1522, a cooling assembly 1524, afuel tank 1526, a rear suspension assembly 1528, and an operator seat1530.

Referring now to FIGS. 60-62, frame assembly 1520 is a modular assemblythat includes a front frame 1540, a mid-frame 1542, and a rear frame1544. Front frame 1540, mid-frame 1542, and rear frame 1544 aregenerally coupled together and coupled with other components of vehicle1500 without requiring heat treatments or permanent couplers (i.e.,welds). As such, various components of vehicle 1500 may be replaced withalternative components without requiring a new frame assembly.

Front frame 1540 is positioned forward of mid-frame 1542 and rear frame1544 and includes head portion 1550 and front arm or fork members 1552and frame rails 1554. Mid-frame 1542 includes side members 1560 and iscoupled to both front frame 1540 and rear frame 1544. As detailedfurther herein, mid-frame 1542 is bolted to front frame 1540 and rearframe 1544, which eliminates the need for heat treating and permanentlycoupling together the portions of frame assembly 1520.

Front arm members 1552 of front frame 1520 extend downwardly from headportion 1550. Additionally, front arm members 1552 may be angledrearwardly relative to head portion 1550. Head portion 1550 includes ahead tube 1560 for coupling with steering assembly 1504. Illustratively,front arm members 1552, head portion 1550, and head tube 1560 may becomprised of metallic materials, for example an aluminum or chrome molymaterial. It may be appreciated that the uniform construction of frontarm members 1552, head portion 1550, and head tube 1560 eliminates theneed for heat treating front frame 1520.

Frame rails 1554 extend rearwardly from head portion 1550 and define abackbone of vehicle 1500. Frame rails 1554 may be comprised of steel andallow front frame 1520 to be adjusted for stiffness and yet aresufficiently flexible to accommodate various tolerances and forces inframe assembly 1520 during assembly. More particularly, frame rails 1554allow powertrain assembly 1522 to be coupled to frame assembly 1520without pre-stressing frame assembly 1520. Additionally, because of theuse of frame rails 1554, spacers and other adjusters may not be neededwhen assembling various components of vehicle 1500 with frame assembly1520.

As shown in FIGS. 60-62, side members 1560 also define a rear interface1570 for coupling with rear frame 1544. Rear frame 1544 includes a frontinterface 1572 (FIG. 61) that is complementary with and coupled to rearinterface 1570 of side members 1560 with a plurality of fasteners.

Referring still to FIGS. 60-62, rear frame 1544 is shown. Rear frame1544 is coupled to mid-frame 1542 and, more particularly, to sidemembers 1560. Rear fender 1514 is coupled to rear frame 1544 withfasteners 1582 into threaded bosses 1584. Illustratively, four fasteners1582 couple rear fender 1514 to rear frame 1544 through apertures 1586on rear fender 1514 into corresponding threaded bosses 1584. The shapeof rear fender 1514 generally corresponds to the shape of rear frame1544.

Referring to FIG. 63, front end of vehicle 1500 includes steeringassembly 1504, controls 1506, and handlebars 1508. Handlebars 1508 maybe mounted on triple clamp assembly 1510 with upper clamp 1584. Clampportion 1590 of triple clamp assembly 1510 is coupled to head portion1550 and is coupled to fork members 1596 with fasteners 1592. Tripleclamp assembly 1510 also includes a lower clamp member 1594 coupled toforks 1596.

Handlebars 1508 include mirrors 1600 and controls 1506, which mayinclude throttle and/or brake levers for operating vehicle 1500.Additionally, vehicle 1500 may also include a headlight 1606 and turnsignals 1608, coupled to one or both of triple clamp 1510 or forks 1596.With the general structure of vehicle 1500 described, accessories foruse with vehicle 1500 will now be described.

With reference first to FIGS. 64 and 65, an accessory windshieldassembly is shown as 1650. The windshield assembly 1650 generallyincludes a windshield 1652 and a bracket assembly 1654. The windshield1652 has an upper end 1656, a lower end 1658 and side edges 1660 and1662. The bracket assembly 1654 comprises two bracket portions 1666 and1668, where each bracket portion is coupled to an inside surface 1670 ofthe windshield 1652. Each bracket portion 1666 and 1668 has an elongatebracket frame section 1666 a, 1668 a, where each bracket frame sectionincludes a generally vertically extending portion 1666 b, 1668 b, and anangled portion 1666 c, 1668 c. Each angled portion 1666 c, 1668 c isangled towards corresponding side edges 1660, 1662 of the windshield1652.

The bracket portions 1666 and 1668 also include mounts 1680, 1682 whichcouple to the handlebars 1508 (FIG. 63), as further described herein.The bracket portions 1666 and 1668 also include clamps 1686, 1688 whichcouple to the forks 1596 (FIG. 64), as further described herein.

The generally vertically extending portions 1666 b, 1668 b each includea mounting tab 1666 d, 1668 d defining first attachment points 1666 e,1668 e respectively positioned adjacent to the lower end 1658 of thewindshield 1652. Thus, the first attachment points are supported bylower ends of the generally vertically extending portions 1666 b, 1668b. The generally angled portions 1666 c, 1668 c each include a mountingtab 1666 f, 1668 f defining second attachment points 1666 g, 1668 grespectively, where the second attachment points 1666 g, 1668 g areadjacent to the side edges 1660, 1662 of the windshield 1652. Thus, thesecond attachment points are supported by outer ends of the angledportions 1666 c, 1668 c. The bracket frame sections 1666 a, 1668 asupport the first and second attachment points.

As shown, each bracket frame section 1666 a, 1668 a has a bracket arm1690, 1692 which supports one of the mounts 1680, 1682. As shown, eachbracket arm 1690, 1692 jogs the mounts towards a vertical centerline ofthe windshield. The mounts 1680, 1682 each include an upper mountportion 1680 a, 1682 a and a lower mount portion 1680 b, 1682 b. Thelower mount portions 1680 b, 1682 b are coupled to the upper mountportions 1680 a, 1682 a by way of fasteners (through apertures 1680 c,1682 c) providing a semi-permanent attachment. As shown best in FIG.65A, arm 1692 is shown in greater detail and the same detail refers toarm 1690. Arm 1692 includes a U-shaped opening or yoke defined open ends1692 a and 1692 b. Upper mount portion is made of a material so as tonot scratch the handle bars.

The lower clamp portions 1686, 1688 may comprise a rubber like strap1686 a, 1688 a coupled to a hook 1686 b, 1688 b, by way of latchopenings 1686 c, 1688 c. Alternatively, the clamps 1686, 1688 may be ofthe type described in U.S. patent application Ser. No. 13/361,075 filedJan. 30, 2012 and PCT application number PCT/US13/23103, filed Jan. 25,2013; the subject matter of which is incorporated herein by reference.In either event, the clamps 1686, 1688 couple the windshield to theforks without the use of fasteners, providing a latchably releasableattachment.

As shown, it should be appreciated that the generally verticallyextending portions 1666 b, 1668 b are coupled to the windshield onopposite sides of the vertical centerline of the windshield. It shouldalso be noted that the second attachment points 1666 g, 1668 g arepositioned vertically above the first attachment points 1666 e, 1668 e.As shown, the mounts 1680, 1682 have an axis complementary to that ofthe handlebar of the vehicle, that is, and as shown in FIG. 64, mounts1680, 1682 cooperate with handle bar sections 1508 a for mounting. Asalso shown, the clamps 1686, 1688 are positioned vertically higher thanthe first attachment points 1666 e, 1668 e; and the mounts 1680, 1682are positioned vertically lower than the second attachment points 1666g, 1668 g.

Thus, to install the windshield assembly 1650 to the handlebars 1508,the windshield may be placed with mount portions 1680 a, 1682 a suchthat they rest on handlebar sections 1508 a. Windshield assembly may beplaced in a generally angled position relative to the motorcycle. Themount portions 1680 b, 1682 b are then attached to the arms 1682, 1692,whereupon the windshield may be rotated to the vertical position shownin FIG. 64, and clamps 1686, 1688 attached to forks 1596. Lower mountportions 1680 b, 1682 b are not required for the operation of thewindshield assembly, as all of the load from the force against thewindshield during use is borne by the arm yoke and upper mount portions1680 a, 1682 a. The lower mount is for theft deterrent of the windshieldassembly.

With reference now to FIGS. 66-73, an accessory backrest 1700 andsaddlebag assembly 1702 will be described that both mount to frame 1520.In a similar manner to that described above with reference to FIG. 36, acoupler 1710 is provided having a countersunk portion 1712 (FIG. 71)profiled to be received in opening 1714 and to receive fastener 1716therethrough coupling coupler 1710 to fender 1514 and frame 1520.Coupler 1710 defines an outer engagement surface 1718, an inner opening1720, and an outer lip 1722 as described herein. Lip 1722 has a groove1724, thereby defining an outer lip portion 1722 a and 1722 b (FIG. 72).Coupler 1710 further includes an inner gripping surface 1850, and havinga lip at the end thereof defining a reduced diameter portion 1852. Itshould be appreciated that a portion of coupler 1710 extends beyondopening 1714 for engagement of a locking mechanism on backrest assembly1700 as further described herein.

With reference now to FIG. 68, the accessory backrest 1700 will bedescribed in greater detail. As shown, the backrest 1700 includesattachment legs 1730 having a forward attachment yoke 1732 and arearward aperture 1734 including a locking mechanism 1736 having alocking jaw at 1738. While not shown, it should be appreciated that apadded backrest would be coupled to upstanding frame portion 1740 ofbackrest 1700.

In addition, FIGS. 69, 70 and 73 show a coupler member 1800, which isnot required for locking the backrest 1700, but rather for locking thesaddlebags. This is shown in FIG. 70, where couplers 1800 would compriseplunger 1802, resilient and deformable member 1804, spacer 1806, outerwasher 1808, lever 1810 and sidewall portion 1812 of saddlebag 1702. Itshould be appreciated that plunger 1802 extends through items 1804, 1806and 1808 and through back wall 1820 of saddlebag 1702, particularlythrough slotted aperture 1822, where it couples with lever 1810 by wayof lock pin 1824 and aperture 1826. In addition, the back wall 1820 ofsaddlebag 1702 includes a retaining clip 1830 each having an invertedU-shaped opening 1832 (FIG. 68).

Thus, the combination of saddlebag 1702, locking member 1800 andretaining clip 1830 may be positioned with coupler member 1800 intoaperture 1720. Due to the slotted aperture 1822, plunger 1802 may movevertically relative to the saddlebag. Thus, retaining clip U-shapedopening 1832 may be spaced from the plunger 1802 upon entry of theplunger 1802 into aperture 1720, and once inserted, retaining clip maybe dropped into groove 1724 (FIG. 71) as best shown in FIG. 73. This isaccomplished by the slotted aperture 1822 (FIG. 70) allowing verticalmovement between the bag portion and the plunger 1802. Lever 1810 is nowrotated to a position where plunger 1802 is pulled, deforming resilientmember 1804 (to the right as viewed in FIG. 73) whereupon resilientmember 1804 is reduced in length, but increased in diameter where itgrasps aperture 1720. More particularly, the resilient member 804 gripssurface 1850, behind surface 1852 (FIG. 72), and spacer 1806 fits withinreduced diameter 1852. Said differently, resilient member expands to adiameter greater than diameter 1852, and is locked in place therein.Coupler 1800 is an accessory coupling system similar to the onedisclosed in U.S. Pat. No. 7,055,454, the disclosure of which isexpressly incorporated herein by reference; also known as assignees'Lock & Ride® expansion coupler mounts. Alternatively, a locking pin asshown in our U.S. patent application Ser. No. 14/078,487 could be usedin place of the coupler 1800.

In the illustrated embodiment shown in FIG. 74, a security device suchas a key fob or other hardware security token device carried by anoperator that enables operation of any of the vehicles described hereinand of vehicle functions provided with an ECM. This control function isalso described in our patent application Ser. No. 14/078,487 filed Nov.12, 2013, the subject matter of which is incorporated herein byreference. VCM is operative to detect security device at step 1900within a particular range of the motorcycle, such as within several feetor another suitable distance. The fob includes an identifier, such as anidentification number or code stored in a memory of the fob, for examplethat is detected by the ECU. The ECU compares the identifier of the fobto an identifier stored in memory to validate the fob for allowingmotorcycle operation. Upon confirmation that the fob is valid, the ECUis programmed to enable one or more vehicle functions. When the fob isout of range of the motorcycle the ECU serves to immobilize themotorcycle.

A security feature is added at step 1902 which allows the re-validationof the fob after the immobilization. For example, when a rider startsthe vehicle, for example to allow the vehicle to warm up, the fob isdetected at step 1900. If the rider steps away from the vehicle, thevehicle remains running but is immobilized for riding from someone otherthan the person carrying the fob. When the rider returns, the fob isre-validated at step 1902 and when validated, is operational.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A coupling system for a vehicle, comprising: afirst coupler having an outer annular surface and an inner surface,where the outer annular surface and the inner surface define contactsurfaces for contacting one or more vehicle attachments; and a secondcoupler having a radially expandable member to contact the innersurface.
 2. The coupling system of claim 1, further comprising a lipadjacent an outer end of the first coupler, defining a diameter lessthan the diameter of the inner annular surface.
 3. The coupling systemof claim 2, wherein the radially expandable member is expandable to adiameter greater than the lip diameter, wherein the radially expandablemember is locked behind the lip when expanded.
 4. The coupling system ofclaim 2, further comprising an outer annular lip defining an outerannular stop surface for the outer annular surface.
 5. The couplingsystem of claim 4, wherein the outer annular lip has an annular groovetherein.
 6. A coupling system for a vehicle, comprising: a first couplerhaving: a first annular attachment surface, where the first annularattachment surface defines a first contacting surface configured tocontact one or more vehicle attachments, and an inner surface of thefirst annular attachment surface includes a lip extending radiallyinwardly therefrom; a second annular attachment surface, where thesecond annular attachment surface defines a second contacting surfaceconfigured to contact one or more of the vehicle attachments; and thefirst and second annular attachment surfaces are collinear with eachother.
 7. The coupling system of claim 6, further comprising a secondcoupler for contacting the inner surface.
 8. The coupling system ofclaim 7, wherein the second coupler includes a radially expandablemember to contact the inner surface.
 9. The coupling system of claim 7,wherein a first vehicle attachment is a saddlebag.
 10. The couplingsystem of claim 9, further comprising an actuation member for engagingthe second coupler.
 11. The coupling system of claim 10, wherein theactuation member is located on an interior of the saddlebag.
 12. Thecoupling system of claim 9, wherein a second of the vehicle attachmentsis one of a backrest or a trunk, and the second vehicle attachmentattaches to the second annular attachment surface.
 13. The couplingsystem of claim 6, wherein the second annular attachment surface is anouter surface of the first coupler.
 14. A coupling system for a vehicleaccessory, comprising: a first coupler having: a first annularattachment surface, where the first annular attachment surface defines aouter contact surface configured to receive one or more vehicleattachments, a second annular attachment surface, where the secondannular attachment surface defines an inner contact surface configuredto receive one or more of the vehicle attachments; and a lip adjacent anouter end of the coupler and having a diameter larger than a diameter ofthe outer contact surface diameter; and a second coupler coupled to thevehicle accessory and configured to be attached to at least one of theouter and inner contact surfaces of the first coupler, and the secondcoupler is fixed to the vehicle accessory when the second coupler isattached to the at least one of the first and second contact surfacesand also is fixed to the vehicle accessory when the second coupler isremoved from the at least one of the first and second contact surfaces.15. The coupling system of claim 14, wherein the second coupler has afirst contact member on a first side of an accessory wall and anactuation lever on a second side of the accessory wall.
 16. The couplingsystem of claim 15, wherein the first contact member is connected to theactuation lever through a slot in the accessory wall.
 17. The couplingsystem of claim 16, wherein the first contact member is a radiallyexpandable member to contact the inner surface.
 18. The coupling systemof claim 14, wherein the second coupler has a second contact member thatis configured to engage the lip of the first coupler.
 19. The couplingsystem of claim 18, wherein the second contact member has a semi-annularsurface for contacting the first annular surface of the first coupler.